LIRR seeks board approval to award a non-competitive Inter-Governmental lease agreement with Maryland TransitAdministration ("Maryland-TA"), a modal division of the Maryland Department of Transportation, for the lease ofbetween 8-2 l passenger coach cars in the Not to Exceed amount of $ 4, 159, 700 covering a three year term (one yearbase plus two one-year options). These cars will be put into service during the summer months, in order to increaseoverall seating capacity on the Montauk branch.Pursuant to an extensive direct outreach of regional commuter railroads, LIRR located this equipment , performedinspection and testing, and determined it to be compliant with FRA 49 CFR, operational and in good condition, havingcome off of lease to Southeastern Pennsylvania Transportation Authority ("SEPT A") earlier this year. Due to thecompatibility of this equipment with LIRR's infrastructure, only minor wiring adjustments (i.e. modifications to thespeed settings, boards and components) will be required in order to run with Diesel Electric ("DE")/Dual Mode ("OM")locomotives. LIRR plans to modify cab cars to operate on the head end, adding 8 cars to service in the first year andincreasing the number of cars to be leased to a maximum of twenty one in option years 2018 and 2019. MTA willprovide training to LIRR train operators, maintenance personnel as well as to a LIRR Trainer in order to ensure properoperation, maintenance and troubleshooting practices are followed and ordinary repairs are performed responsibly.Under the agreement, LIRR is responsible for all routine repairs and maintenance, in accordance with the originalequipment manufacturer's standards, including normal running repairs. LIRR will order any required specialized partsfrom Maryland-TA and MTA will transport and invoice LIRR for the cost of parts at the end of the term.Leasing this equipment is cost effective as it enables LIRR to meet the demand of its seasonal customers, while avoidinglong term fleet investments under current budgetary constraints. Leasing also affords LIRR time to re-assess long termfleet needs, deferring to such time that the diesel fleet is ready for replacement, and until such time that other initiativesimpacting future capacity (ESA, Main Line Second Track and Main Line Expansion and ) are implemented.MT A's lease price of $15,570 per car per month, is fair and reasonable based on their certification that they are offeringtheir "Most Favored Customer" rate and the same rate charged to SEPTA and AMTRAK earlier this year. Option yearsreflect a 0% escalation factor. Also included in this request is $1,000/month per car for spare parts, which will beprovided on an as-needed basis by Maryland-TA. Maryland-TA will invoice parts to LIRR at their cost plus shipping andhandling and no further mark-ups, which is also fair and reasonable.This lease agreement is exempt from MBE/WBE goals as there are no opportunities to subcontract work out.This work will be reimbursed from LIRR's Operating budget.

Good move to lease MARC single level cars for the 2017 summer season and more...

From riding these cars in SEPTA service as well as once riding an Amtrak Thanksgiving Holidayextra train back in 2000 they are a good comfortable fit for the LIRR and reasonably priced forlease with the previous SEPTA lease coming to an end...

They should follow through with this one ASAP for the looming summer ridership increases...MACTRAXX

EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS

Excellent news! Even if they can't add another frequency to the timetable other summer trains could get 1-2 more bilevels added.

I do wonder if these cars could see use on the Main Line east of KO and on one or two Montauk trains in the off season (depending on how many cab cars in in the mix) in order to free up a few bilevels for Patchogue, Oyster Bay, and Port Jeff trains.

While the lease idea is a good,will MARC allow LIRR to modify the Cab signal system installled to work with the ASC? And will MARC allow mods to the Cars for that 38 point MU-Comm set up used on the DE30's and the C-3 cars?

DutchRailnut wrote:they do not need to change car wiring, just make a special jumper with 27 pin on one end and 32 pin on other.only thing that might need changing on cars is polarity (sequence) of hep (rotation)

yes there needs to be a cab signal mod on cab signal as it has less aspects than LIRR version with ACS.

The LI tried something like this before I believe. They MUed a Amfleet coach to a C3 with the "compromise" jumper cable. I don't think it worked out!?

Does anyone know the current whereabouts of any of of these locomotives and if they could bepurchased or leased by the LIRR alongside the MARC cars? The GP40WH-2s could be a perfect fitand with required modifications where necessary (such as notching the pilot to clear third rail)they could become a backup of sorts to the limited DE/DM30 fleet. The one drawback is thatthey are straight diesels and not usable on any through train to NYP.

Only 2 to 4 of these locomotives could provide a needed backup and allow added services thatwill be provided by the leased MARC car fleet for more flexibility when the need arises...

MACTRAXX

EXPRESS TRAIN TO NEW YORK PENN STATION-NO JAMAICA ON THIS TRAIN-PLEASE STAND CLEAR OF THE CLOSING TRAIN DOORS

Does anyone know the current whereabouts of any of of these locomotives and if they could bepurchased or leased by the LIRR alongside the MARC cars? The GP40WH-2s could be a perfect fitand with required modifications where necessary (such as notching the pilot to clear third rail)they could become a backup of sorts to the limited DE/DM30 fleet. The one drawback is thatthey are straight diesels and not usable on any through train to NYP.

Only 2 to 4 of these locomotives could provide a needed backup and allow added services thatwill be provided by the leased MARC car fleet for more flexibility when the need arises...